An economic evaluation of operating expenditures for LNG fuel gas supply systems onboard ocean-going ships considering availability

Seo, Suwon; Chu, Bongsik; Noh, Yeelyong; Jang, Wonhee; Lee, Sangick; Seo, Yutaek; Chang, Daejun

doi:10.1080/17445302.2014.984389

Cited by 29 publications

(16 citation statements)

References 2 publications

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“…According to Seo et al and Ryu et al, the maximum operating pressure of the IMO type C LNG fuel tank are 4 and 5 bara . The operating pressure in this research is assumed as 3.5 barg.…”

Section: System Descriptionmentioning

confidence: 98%

Dynamic simulation of fuel tank aging for LNG‐fueled ship apparatus in an X‐DF Otto cycle engine

Shao

Yoon²,

Kang

2019

Energy Science & Engineering

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The increased density in a liquefied natural gas (LNG) tank caused by boil‐off gas (BOG) is a key factor to consider for LNG‐fueled ships with Otto cycle engines. This study conducted dynamic simulation using Aspen HYSYS to solve LNG aging in the fuel gas supply system (FGSS) of an extra‐long stroke dual fuel (X‐DF) engine. The aging phenomenon is severe in the Otto cycle internal combustion engine because heavy hydrocarbon (HHC) components must be removed during the process to satisfy the methane number (MN) requirement. HHC components such as ethane, propane, butane are separated in the HHC removal process so that HHC can be returned to the LNG storage or fuel tank without increased risk of equipment failure relative to steady‐state design conditions. Dynamic process simulations for four cases were conducted to verify the behavior of LNG aging for two fuel compositions and two fuel tank capacities. The results indicate that the different composition of LNG affects the pump duty, the duty of heat exchanger and BOG compressor in steady‐state simulation. Additionally, based on the analysis results, solutions to the problem caused by LNG aging for the FGSS in an X‐DF engine were provided.

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“…According to Seo et al and Ryu et al, the maximum operating pressure of the IMO type C LNG fuel tank are 4 and 5 bara . The operating pressure in this research is assumed as 3.5 barg.…”

Section: System Descriptionmentioning

confidence: 98%

Dynamic simulation of fuel tank aging for LNG‐fueled ship apparatus in an X‐DF Otto cycle engine

Shao

Yoon²,

Kang

2019

Energy Science & Engineering

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“…To evaluate the economics of the LNG FGS system, the concept of comparative operational cost is employed [14]. Although the LCC (life-cycle cost) consists of CAPEX (capital expenditures), OPEX (operational expenditures), and unavailability cost [17], the CAPEX is largely governed by equipment costs and the CAPEX and OPEX depend to a significant degree on the manufacturers and operators.…”

Section: Economic Analysismentioning

confidence: 99%

“…Typical LNG FGS systems can be divided into three categories, each of which involves a different way to make pressurized fuel gas [14]. In the case of IMO types A and B, which utilize unpressurized tanks, the BOG must be vented out of the tank continuously to maintain an inner pressure below approximately 175 kPa.…”

Section: Introductionmentioning

confidence: 99%

A pump-free boosting system and its application to liquefied natural gas supply for large ships

Seo

Han

Lee

et al. 2016

Energy

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“…Seo et al [13] predicted the availability of CO2 liquefaction processes for a ship-based carbon capture and storage (CCS) chain and they converted the availability to unavailability cost to calculate the life-cycle cost (LCC). Seo et al [14] estimated the availability of LNG fuel gas supply systems to evaluate economics of them. They concluded that one of the significant factors was mechanical devices.…”

Section: Introductionmentioning

confidence: 99%

Availability Estimation of Air Compression and Nitrogen Generation Systems in LNG-FPSO Depending on Design Stages

Seo¹,

Jung²,

Han³

et al. 2020

Applied Sciences

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This study estimated availability of an air compression system and a nitrogen generation system in liquefied natural gas—floating production storage and offloading unit (LNG-FPSO) with different design stages to investigate the gap between the availability at the early design stage and that at the late design stage. Although availability estimation in the early design stage is more important than the late design stage, it is difficult to estimate the availability accurately in the early design stage. The design stage was divided into three depending on the design progress. Monte Carlo simulation technique was employed for the availability estimation. The results of the availability estimation showed that there was 0.434% difference between the early and late design stages. This meant that the availability in the early design stage was underestimated due to limited information. A sensitivity analysis was performed to investigate critical factors affecting the results. The investigated factors were failure rate, repair time, redundant equipment, and modified preventive maintenance schedule. The most critical factor was redundant equipment. It increased 0.486% availability.

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An economic evaluation of operating expenditures for LNG fuel gas supply systems onboard ocean-going ships considering availability

Cited by 29 publications

References 2 publications

Dynamic simulation of fuel tank aging for LNG‐fueled ship apparatus in an X‐DF Otto cycle engine

Dynamic simulation of fuel tank aging for LNG‐fueled ship apparatus in an X‐DF Otto cycle engine

A pump-free boosting system and its application to liquefied natural gas supply for large ships

Availability Estimation of Air Compression and Nitrogen Generation Systems in LNG-FPSO Depending on Design Stages

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